andrew

First time he and I went for a bike ride,
I think he saw a chubby girl on a city rental,
While he was all sporty and fit on a semi-new road bike.

We had to walk up Beacon Hill, take a nice shot of the State House,
Go down my favorite paved road on the Boston Common, with a turn at the bottom, we went to the Weed Dispensary in Brookline.

We went through Hauntington Street, it wasn't the first time I'd taken the path, so I knew it more or less.
From smoking a joint by the Green Line subway to Idk, somewhere downtown?

Another adventure like that was with Micky and Joe or CT.
From my house, we got off Government Center and went over the hill, to the spot.
Then I bought us towards Newton.
We stopped somewhere and Micky got lost.

Then we went back to his job and we made it on time.
Got there about 3 minutes before him.
And that was because he stopped somewhere to get a drink.

I think one time CT and I ended up going to the YMCA in Cambridge.

I have many more of these stories, each time I think of different things,
like how much time it takes me on a bike from the top of the hill to hit the red light.
First the question is how much time did it take for the light to be on?

At what spot exactly was I and did I take, at what speed did I cross the intersection,
Did the lights turn green and then red again by the time I was all the way up there?

So how much time is it really for a green light to go on.
How we measure that in an intersection where a subway train must also cross?

The point I make about the subway is because it works differently than vehicles.
It generally is at least one cab, but often come in pairs, and these can be light or metro rail.
Not speaking of long distances trains. /commuter

They achieve a certain speed with a certain distance, and take a certain amount of time to stop,
given how many times they have to stop in order to make a certain trajectory in less than 2 minutes in between stops, how can you measure the efficiency of a train line?

/transportation
/problems

Not to mention the 2 minute on one direction, these lines should work together, and in opposite directions. How many cabs are available? How are they used based on the regular usage of the train per entry/exit values?

Based on the differences in the length of lines such as B, C, D & E in Boston, how many vehicles and passengers are there? How much offer and demand is there per stop / per direction

How many of these trips require multiple line exchanges?
For example, for me to go to Cambridge, I must take three trains.
How are the timing of intersection, vehicle availability, structure design all working together?

For instance, by downtown there is a quad where four lines intersect.
On State blue line and a tunnel to the Orange Line by downtown crossing.

Downtown Crossing has the Orange and Red Line connections.

Park Street has the red line and green intersecting.
With the green line on the top floor, and the red line lower at an angle that is nearly perpendicular.

Up by Government Center the new station features
the green line on the top with matching colors on its floors for the train
and the blue line on the bottom, also in brand new finishes.

/timing

In regards of timing the Blue line takes about 1 minute to cross the ocean through Maverick Station and Aquarium.
About 2 more minutes through State, Government Center and the end of the line is about 5 minutes from Aquarium.

Not every line takes this much time in between stops.
Under the city through its tunnels the vibration can be felt from up above.
From the ground above Park street (on Boston Common close to the stop).

To the 3rd floor of a building above the blue line.
I can only assume that faster trains have more power and consequently what is felt on the buildings can be damped by the current structures we have.

They are stub. They are clustered with other buildings, and most structural members should work fine under these different conditions of dynamic loading that a city has.

For stations that intersect multiple trains such as Park, I believe that the energy they dissipate, despite the high number of trains and speeds that they also possess, is well distributed through the soil. Don't really know reports of people on the nearby structures noticing vibrations that occur due to the trains.

The point is that on the Blue line, the trains are smaller, they only have two doors. The length of the 6 cab train line is much smaller than the cabs on the red and orange line. As for the green line, I don't know how to compare exactly their dimensions to the remainder. Would assume they are closer to the red line cars, except that their rails are different, and not all cabs are accessible.

The pairs are also connected through different joints. They can be made of these grey rubber fabric that works like an accordion.

Recently this year, my experience was that over the summer taking the green line from the last stop in Chestnut Hill (line B) would take me about 1 hour what was not a big distance for me to go without the train.

Now we are expanding the green line up north, and some of the vehicles will go all the way, and the time of service will likely reduce per line. How can we best manage the amount of vehicles we have to service? Or how many new vehicles should we produce in order to increase efficiency on the line?

Is it possible? Given that most of the green line runs over ground? So how does my intersection work best with the lights around as for traffic to work efficiently for all methods of transport we host in the city?